Europe's 2020 VW Passat Variant Is Slightly Forbidden Fruit

Back in 2011, Volkswagen announced that it would call its new big sedan for the United States market the Passat. VW's new Tennessee-built sedan might have had the same name as the Passat in Europe, but the two cars were different. America's Passat would be a spacious and affordable four-door. Europe's Passat would be a different car on a different platform.

HIGHS: Quick and quiet, shows GTI fervor when pushed, a seriously sporty and desirable station wagon.

That evolutionary divergence remains today. The 2020 Passat that Americans can buy starts at $22,995. The only engine available is a 174-hp turbocharged 2.0-liter inline-four mated to a six-speed automatic transmission. A comprehensive redesign, however, means it's a credible choice in a competitive segment that includes the Toyota Camry and Honda Accord.

But VW showrooms in Europe have a Passat that's built atop the company's latest MQB architecture and is closely related to the Arteon sedan. The Euro Passat is available with turbocharged 1.5- and 2.0-liter gasoline engines that start at 148 horsepower and top off at 268 horses. Two optional turbo-diesel engines, sized 1.6 and 2.0 liters, range from 148 to 236 horsepower, respectively. The lineup also includes both a plug-in hybrid and a crossover-ish model dubbed the Alltrack. We ordered up a European Passat Variant wagon to see if we're missing out.

With so many choices, it's difficult to settle on one configuration to represent the European Passat Variant. In the end, we opted for the top-of-the-line gasoline model over one of the torque-rich diesel versions. The 268-hp 2.0-liter turbo four is related to the U.S. Passat's engine, but it's actually what you'll find under the hood of the Arteon. Unlike the Arteon, which has a conventional eight-speed automatic transmission, the European Passat gets a seven-speed dual-clutch automatic. Power flows to all four wheels, which is also an option on the Arteon but not on the front-drive Passat in the U.S. Europe, of course, gets manuals as well, although only on low-powered models.

LOWS: Infotainment system frustrates, dull looks, VR6 engine is no longer available, costs more than two U.S.-market Passats.

While we lament the demise of the narrow-angle 3.6-liter VR6 engine for mostly nostalgic reasons, the 2.0-liter is as smooth and unobtrusive as fours get, and it builds speed with effortless grace well into the triple digits. According to VW's numbers, the sprint from zero to 62 mph takes 5.8 seconds in the station wagon version. Sedans are claimed to be 0.2 second quicker. On an empty stretch of autobahn, we were able to reach the Passat's governed 155-mph top speed with ease. Fuel economy goes out of the window if you push a Passat that hard, but if you keep a disciplined right foot, we expect highway fuel economy in the high 20s.

The Passat's structure and chassis is infused with nicely weighted and precise steering. Our test car was fitted with adaptive dampers, and in their most dynamic setting, the car's agility makes it act and feel like a slightly bigger GTI. The Arteon has similar dynamics and has the same ability to be fun, but it's also quiet and comfortable enough to serve as an effortless long-distance cruiser.

While the hardware proves that VW still knows its game, we were less impressed by the new infotainment system that the company rolled out with much fanfare. The navigation system is less intuitive than before, and the style of the digital gauges lacks elegance or simplicity. You're often left wishing for physical buttons and touch more refinement from the interface. On the other hand, the voice recognition system responds well to commands.

Our test car was fitted with a plethora of assistance systems that VW calls Travel Assist, including partially autonomous driving at cruising speeds—up to 130 mph—although the system didn't inspire enough confidence to reduce behind-the-wheel stress. However, we loved the matrix LED headlights that turn the night into the day with bright, icy light. The lights actively spare oncoming traffic and cars ahead by moving the illumination around to avoid dazzling other drivers. Sadly, the light-bending headlights are not available in the U.S.

On long drives with many VWs, we've come to appreciate the optional Dynaudio stereo, a class-leading 700-watt system that truly turns this car into a concert hall. Although we hear that VW is about to drop its relationship with Dynaudio in favor of lesser brands, which would be a shame.

On a less critical note, it is unfortunate that VW killed the analog clock that sat between the Passat's central air vents, as it was one of the few elegant elements in an otherwise stark-looking interior. Instead of the clock, there's an insert that says Passat, just in case you forgot where you are. On our test car, the somewhat restrained exterior of the new Passat benefited from the sportiness of the R-line package.

While the U.S.-market's Passat attacks the lower end of the sedan market, the European version is set up-market, just like the handsome Arteon. This reach toward the premium brands comes at a price. Our test car came in at more than 50,000 euros, and then there's the obligatory 19-percent sales tax bringing the total to about $55K. So, you could get two American Passats for the price of one European one and still have money left over, which is a major reason why we don't get the European Passat but do get the stylish Arteon instead.

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